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3.17 Cumulative Effects

3.17.1 Introduction

This section provides an evaluation of overall cumulative effects associated with the Build Alternative

Options and No Build Alternative taken together with other past, present, and probable future 

projects producing related effects, as required by the CEQA Guidelines (14 CCR Section 15130) and 

reasonably foreseeable future projects under NEPA implementing regulations (40 CFR Part 1508.7). 

This analysis has two primary purposes: to determine whether the overall long-term effects of all

cumulative projects would be cumulatively adverse and to determine whether the Program itself 

would cause a cumulatively considerable (and thus adverse) incremental contribution to any such 

cumulatively adverse effect (CEQA Guidelines [CCR Sections 15064(h), 15065(c), 15130(a), 

15130(b), and 15355(b)]. In other words, the required analysis first creates a broad context in which 

to evaluate the Program’s incremental contribution to anticipated cumulative effects, viewed on a 

geographic scale well beyond the Program. The analysis then determines whether the Program’s 

incremental contribution to any adverse cumulative effects from all projects is itself adverse (i.e., 

cumulatively considerable). This section presents a discussion of cumulative effects according to the 

presentation of each resource issue area identified in Sections 3.2 through 3.16 of this Tier 

1/Program EIS/EIR.

3.17.2 Regulatory Framework

Federal

NEPA

CEQ regulations implementing provisions of NEPA define cumulative effects as “the effect on the 

environment which results from the incremental effect of the action when added to other past, 

present, and reasonably foreseeable future actions regardless of what agency (federal or 

non-federal) or person undertakes such other actions” (40 CFR Part 1508.7). Cumulative effects can 

result from individually minor, but collectively adverse, actions over time (40 CFR Part 1508.8). They 

are caused by the incremental increase in total environmental effects when the evaluated project is 

added to other past, present, and reasonably foreseeable future actions. Cumulative effects can thus 

arise from causes that are totally unrelated to the project being evaluated, and the analysis of 

cumulative effects looks at the life cycle of the effects, not the project at issue.
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State

CEQA

Cumulative effects are defined in the CEQA Guidelines (CCR Section 15355) as “two or more 

individual effects which, when considered together, are considerable or which compound or increase 

other environmental effects.” A cumulative effect occurs from “the change in the environment which 

results from the incremental effect of the project when added to other closely related past, present, 

and reasonably foreseeable probable future projects. Cumulative effects can result from individually 

minor but collectively adverse projects taking place over a period of time” (CCR Section 15355[b]). 

Consistent with the CEQA Guidelines (CCR Section 15130[a]), the discussion of cumulative effects 

in this Tier 1/Program EIS/EIR focuses on adverse and potentially adverse cumulative effects. The 

CEQA Guidelines (CCR Section 15130[b]) state that:

The discussion of cumulative effects shall reflect the severity of the effects and their likelihood 

of occurrence, but the discussion need not provide as great detail as is provided for the 

effects attributable to the Project alone. The discussion should be guided by the standards of 

practicality and reasonableness and should focus on the cumulative effect to which the 

identified other projects contribute rather than the attributes of other projects which do not 

contribute to the cumulative effect.

3.17.3 Methods for Evaluating Environmental Effects

The CEQA Guidelines identify two basic methods for establishing the cumulative environment in 

which the Program is to be considered: the use of a list of past, present, and probable future projects 

(i.e., the list approach) or the use of adopted projections from a general plan, other regional planning 

document, or certified EIR for such a planning document (i.e., the plan approach). Either of these 

methodologies also fulfills the NEPA requirements for cumulative effect analysis (CEQ 1997a). For 

this Tier 1/Program EIS/EIR evaluation, the list approach was utilized to generate the most reliable 

future projections possible for assessing potential cumulative effects at the regional scale and 

temporally over the duration of Program construction and future operation. 

Publicly available documents were reviewed in accordance with CEQA and NEPA guidelines on 

assessing cumulative effects, including the following:

• Identification of major transportation projects in the Tier 1/Program EIS/EIR Study Area, as 

defined in Chapter 2, Program Alternatives, through planning documents and transportation 

improvement plans
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• Internet sources, such as agency or news websites

• Land use information

To correspond to the level of detail associated with this Tier 1/Program EIS/EIR evaluation, the list of 

past, present, and reasonably foreseeable future related projects includes broader categories of 

projects and actions, rather than site-specific projects. During the Tier 2/Project-level analysis, when

infrastructure improvement and station locations have been identified, site-specific projects would be 

analyzed for cumulative effects. 

3.17.4 Affected Environment

The cumulative context includes the geographic area, timeframe, and/or type of projects or planning 

activities that would contribute to the potential cumulative effect. This context may differ for each 

resource issue area because the geographic range considered for the cumulative analysis can vary 

based on the resource area. Table 3.17-1 presents the projects considered as part of the regional

cumulative analysis within the Program Corridor. State, regional, and local planning documents were 

reviewed and considered as part of the cumulative analysis in this Tier 1/Program EIS/EIR

evaluation. 

The list of past, present, and probable future projects used for this cumulative analysis is restricted 

to major development, transportation, and infrastructure projects that overlap with the Tier 

1/Program EIS/EIR Study Area. For the purposes of this cumulative analysis, the projects that may 

have a cumulative effect on resources considered in this Tier 1/Program EIS/EIR evaluation are

referred to as the cumulative projects. These projects are identified in Table 3.17-1. The analysis of 

cumulative environmental effects associated with the Build Alternative Options and No Build 

Alternative addresses the potential incremental contributions of the Program to cumulative 

environment effects in combination with these related projects. The list of projects in Table 3.17-1 is 

not intended to be an all-inclusive list of projects, but rather an identification of larger projects 

approved or planned within the Tier 1/Program EIS/EIR Study Area that could contribute to 

cumulative effects for one or more resources. 

3.17.5 Environmental Consequences

Overview

The following section discusses the potential for the Program to result in cumulatively considerable 

effects together with the related projects and regional development (Table 3.17-1) for each of the 

environmental issue areas evaluated in Chapter 3, Environmental Analysis, Consequences, and 

Mitigation, of this Tier 1/Program EIS/EIR. 
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Table 3.17-1. Cumulative Projects

Project

Identification Project Title Project Description Location Stage/Schedulea Constructionb Operationc

1 California HSR

System – Burbank to 

Los Angeles and Los 

Angeles to Anaheim 

Project Sections 

California High-Speed Rail Authority is 

planning for the introduction of the HSR 

system from San Francisco to the Los 

Angeles basin by 2033. The Burbank to 

Los Angeles Project Section would extend 

from LAUS to the north, and the Los 

Angeles to Anaheim Project Section 

would extend from LAUS to the south.

California High-Speed Rail Authority

would conduct a full project-level 

environmental review for the planned 

HSR system, including the construction 

and operational environmental evaluation 

for the entirety of the planned HSR 

system. 

Various locations 

within Los 

Angeles County

Anticipated 

between 2033 

and 2035

No Yes

2 Metro Division 20 

Portal Widening and 

Turnback Facility

To accommodate increased service levels 

on the Metro Red/Purple Lines, Metro is 

planning critical facility improvements,

including a widening of the heavy rail 

tunnel south of US-101 (Portal Widening) 

and a new turnback facility (Turnback 

Facility) in the Division 20 rail yard. With 

these improvements, new tracks and 

switches would allow trains to turn around 

more quickly at LAUS.

Division 20 rail 

yard

Under 

construction;

anticipated 

project 

completion in 

2023

No Yes
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Project

Identification Project Title Project Description Location Stage/Schedulea Constructionb Operationc

3 Regional Connector 

Transit Project –

Little Tokyo/Arts 

District Station (at 1st 

Street/Central 

Avenue)

The 1.9-mile Metro Regional Connector 

Transit Project includes development of

three new stations, including one located 

on the southeast corner of 1st Street and 

Central Avenue.

LAUS, First 

Street, and 

Central Avenue

Under 

construction;

operational in 

2022

No Yes

4 Link Union Station The project proposes to reconstruct the 

track and station infrastructure at LAUS to 

meet long-term rail travel needs and 

improve passenger comfort, safety, and 

ease of navigation through the facility.

LAUS Final EIR for the 

Link Union 

Station Project 

was approved in 

June 2019; a 

Draft EIS is 

under 

preparation

No Yes

5 Third Main Line 

Track Project

The project would provide 32 additional 

passenger/commuter slots between Los 

Angeles and Fullerton

15 miles between 

Los Angeles and 

Fullerton within 

BNSF's ROW

Construction 

underway

No Yes

6 2159 Bay Street 

Project

The project includes development of a 

three-building office campus that would be 

comprised of an eight-story commercial 

high-rise building and two two-story 

commercial buildings.

Los Angeles NOC issued No No
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Project

Identification Project Title Project Description Location Stage/Schedulea Constructionb Operationc

7 Rosecrans/Marquardt 

Grade Separation 

Project

The project proposes to improve the 

safety and track flow of the Rosecrans 

and Marquardt Avenues intersection by 

eliminating the existing at-grade crossing 

of BNSF’s San Bernardino Subdivision, 

which runs diagonally through the 

intersection of the two streets, and 

replacing it with an overpass that would 

carry Rosecrans Avenue above the 

tracks.

City of Santa Fe 

Springs

Under 

construction;

anticipated

completion in 

2023

No Yes

8 Norwalk/Los Nietos 

Grade Separation

The project proposes grade separation on 

BNSF’s San Bernardino Subdivision in the 

City of Santa Fe Springs.

City of Santa Fe 

Springs

Proposed No Yes

9 Lakeland Road 

Grade Separation

The project proposes grade separation on 

BNSF’s San Bernardino Subdivision in the 

City of Santa Fe Springs.

City of Santa Fe 

Springs

Proposed No Yes

10 Pioneer Boulevard 

Grade Separation

The project proposes grade separation on 

BNSF’s San Bernardino Subdivision in the 

City of Santa Fe Springs.

City of Santa Fe 

Springs

Proposed No Yes

11 San Bernardino 

Freeway (I-10) 

High-Occupancy 

Vehicle-Lane Project 

(Caltrans)

The project proposes construction of one 

high-occupancy vehicle lane along the 

San Bernardino Freeway (I-10) in each 

direction between the San Gabriel River 

Freeway (I-605) and Orange Freeway (SR 

57).

City of West 

Covina

Under 

construction;

anticipated to 

completed by 

Summer 2021

No Yes
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Project

Identification Project Title Project Description Location Stage/Schedulea Constructionb Operationc

12 Westbound SR 91 

Project

The project proposes improvements,

include widening the SR 91 by adding one 

new general-purpose lane in the 

westbound direction in Cerritos and 

Artesia.

Cities of Cerritos 

and Artesia

Notice of 

determination

issued;

construction 

anticipated to 

start in 2021

No No

13 Santa Ana River Trail

– Phase 1 Project 

(RCTC)

The project proposes a 12.8-mile trail 

along the Santa Ana River Trail system, 

connecting Orange, Riverside, and San 

Bernardino Counties. This portion of the 

trail along the Prado Basin would facilitate 

pedestrian, equestrian, and cycling trail 

use with nature-viewing opportunities, and 

provide a non-motorized transit route that 

would not otherwise exist in the area.

West of Norco Engineering and 

environmental 

studies are 

underway

No No

14 West of Devers 

Upgrade Project 

(Southern California 

Edison)

The project includes the removal and 

upgrade of existing 220-kilovolt

transmission lines.

Riverside and 

San Bernardino 

Counties

Under 

construction; 

anticipated 

completion in 

2022

No No
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Project

Identification Project Title Project Description Location Stage/Schedulea Constructionb Operationc

15 Coachella Valley Link 

(Coachella Valley 

Association of 

Governments)

Coachella Valley Link is a 50-mile, 

alternative transportation corridor for 

bicycles, pedestrians, and low-speed (up 

to 25 miles per hour) electric vehicles 

along the Whitewater River and Tahquitz 

Creek that would initially stretch from 

Palm Springs to Coachella.

Palm Springs to 

Coachella

First segment 

constructed;

construction

anticipated to 

start on 

additional 

20-mile segment 

in early 2021 

once 

construction 

contracts have 

been authorized

Yes Yes

16 Agua Caliente 

Casino expansion 

Project

The Agua Caliente Band of Cahuilla 

Indians proposes an expansion of the 

Agua Caliente Casino Resort Spa.

Rancho Mirage Proposed; NOP 

for Tribal EIR 

issued

Yes Yes

17 Agua Caliente Band 

of Cahuilla Indians 

Cathedral City 

Fee-to-Trust Casino 

Project

The Agua Caliente Band of Cahuilla 

Indians proposed to build a gaming facility 

and ancillary amenities on land it owns 

within the City of Cathedral City.

Cathedral City Under 

construction

Yes Yes

18 Rehabilitate 

Whitewater River 

Bridges Project

The project would include rehabilitation of 

two bridges located on I-10 between 

Tipton Road and Kellogg Road at 

Milepost 27.69.

Palm Springs Notice of 

determination

issued

Yes No
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Project

Identification Project Title Project Description Location Stage/Schedulea Constructionb Operationc

19 2017/18 Non-Potable 

Water Connections 

Project (Coachella 

Valley Water District)

The project proposes construction and 

operation of approximately 9.5 miles of 

non-potable water pipeline segments and 

connections to provide irrigation water for 

several locations.

Palm Desert and

Bermuda Dunes

Notice of 

determination

issued

Yes No

20 20/21 Non-Potable 

Water Connections 

Project (Coachella 

Valley Water District)

The project proposes construction and 

operation of approximately 12.9 miles of 

non-potable water pipeline segments and 

connections to provide irrigation water for 

several locations.

Palm Desert, 

Thousand Palms, 

Rancho Mirage, 

Indian Wells, and

La Quinta

Notice of 

determination

issued

Yes No

Notes:

a Information available as of March 2021. 

b The project has the potential to overlap in time or location with the Program. Tier 2/Project-level analysis would consider updates to construction schedules.

c The operation of the project has the potential to have cumulative impacts with the Program. 

Caltrans=California Department of Transportation; EIR=environmental impact report; EIS=environmental impact statement; HSR=high-speed rail; I=Interstate; 

LAUS=Los Angeles Union Station; Metro=Los Angeles County Metropolitan Transportation Authority; NOC=notice of completion; NOP=notice of preparation; 

RCTC=Riverside County Transportation Commission; ROW=right-of-way; SR=State Route; US-101=United States Highway 101
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No Build Alternative

The No Build Alternative, as described in Chapter 2, Program Alternatives, of Tier 1/Program 

EIS/EIR is used as the baseline for comparison. The No Build Alternative would not implement the 

Program associated with this service-level evaluation and would not meet the Purpose and Need of 

the Program. Counties and cities in the Program Corridor would continue to grow, which would 

increase regional transportation demand; therefore, the No Build Alternative assumes completion of 

those reasonably foreseeable transportation, development, and infrastructure projects that are 

already in progress, are programmed, or are included in the fiscally constrained RTP.

Cumulative Land Use and Planning Effects

The No Build Alternative would not be consistent with federal, state, and local plans and policies that 

promote expansion of existing transportation options and multimodal connectivity throughout the 

region. Therefore, traffic congestion is likely to worsen with the No Build Alternative, resulting in air 

quality impacts and potentially additional noise impacts on the surrounding land uses, which could 

disrupt established communities adjacent to existing transportation corridors. 

Cumulative Transportation Effects

Under the No Build Alternative, accommodation of additional future transportation demand resulting 

from continued local and regional growth would be limited by the existing transportation 

infrastructure’s capacity and capacity increases resulting from other approved projects in the region. 

An increase in traffic and VMT is expected under the No Build Alternative because more cars would 

be on the roadways compared with what would occur with implementation of the Program. 

Therefore, the No Build Alternative could result in air quality impacts and potential additional noise 

impacts on the surrounding land uses, which could disrupt established communities adjacent to 

existing transportation corridors. However, disruption of established communities related to 

construction and operation of the Program would be avoided.

Cumulative Visual Quality and Aesthetic Effects

Under the No Build Alternative, an enhanced passenger rail system would not be built, and impacts 

on visual quality and aesthetics are not anticipated beyond those that would occur as a result of 

other reasonably foreseeable transportation, development, and infrastructure projects. 
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Cumulative Air Quality and Greenhouse Gases Effects

Under the No Build Alternative, an increase in traffic and VMT is expected because more cars would 

be on the roadways compared with what would occur with implementation of enhanced passenger 

rail service within the Program Corridor. Therefore, traffic congestion is likely to worsen with the No 

Build Alternative, resulting in air quality impacts. With the continued trend in substantial increases in 

VMT within the Program Corridor, energy consumption and GHG emissions would likely increase 

under the No Build Alternative. 

Cumulative Noise and Vibration Effects

Under the No Build Alternative, no construction or increase in noise level that would be associated 

with Program implementation would occur. Ambient noise and vibration levels from existing train 

operations and local traffic would continue; however, an increase in traffic and VMT is expected 

under the No Build Alternative because more cars would be on the roadways compared with what 

would occur with implementation of the Program. Therefore, the No Build Alternative could result in 

potential additional noise impacts on the surrounding land uses, which could disrupt established 

communities adjacent to existing transportation corridors. 

Cumulative Jurisdictional Waters and Wetlands Effects

Under the No Build Alternative, an enhanced passenger rail system would not be built, and impacts 

on jurisdictional waters and wetland resources are not anticipated beyond those that would occur as 

a result of other reasonably foreseeable transportation, development, and infrastructure projects. 

Cumulative Biological Resource Effects

Under the No Build Alternative, an enhanced passenger rail system would not be built, and impacts 

on biological resources are not anticipated beyond those that would occur as a result of other 

reasonably foreseeable transportation, development, and infrastructure projects. 

Cumulative Floodplains, Hydrology, and Water Quality Effects

Under the No Build Alternative, an enhanced passenger rail system would not be built; therefore, 

impacts are on floodplains, hydrology, and water quality are not anticipated beyond those that would 

occur as a result of other reasonably foreseeable transportation, development, and infrastructure 

projects. 
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Cumulative Geology, Soils, Seismicity, and Paleontological Resource Effects

Under the No Build Alternative, an enhanced passenger rail system would not be built; therefore, 

geology, soils, seismicity, or paleontological resource impacts are not anticipated beyond those that 

would occur as a result of other reasonably foreseeable transportation, development, and 

infrastructure projects. 

Cumulative Hazard and Hazardous Material Effects

Under the No Build Alternative, an enhanced passenger rail system would not be built; therefore,

hazards and hazardous materials impacts are not anticipated beyond those that would occur as a 

result of other reasonably foreseeable transportation, development, and infrastructure projects. 

Cumulative Public Utilities and Energy Effects

Under the No Build Alternative, existing utility infrastructure and energy use within the Program 

Corridor would be unaffected, and the energy associated with on-road vehicle travel would not be 

reduced. With the continued trend in increases in VMT and energy consumption within the Program 

Corridor associated with local and regional growth, cumulative energy effects would likely increase 

under the No Build Alternative. 

Cumulative Cultural Resource Effects

Under the No Build Alternative, an enhanced passenger rail system would not be built. Therefore, 

impacts on cultural resources are not anticipated beyond those that would occur as a result of other 

reasonably foreseeable transportation, development, and infrastructure projects. 

Cumulative Parkland and Community Service Effects

Under the No Build Alternative, an enhanced passenger rail system would not be built. Therefore, 

impacts on parklands or community services are not anticipated beyond those that would occur as a 

result of other reasonably foreseeable transportation, development, and infrastructure projects. 

Cumulative Safety and Security Effects

Under the No Build Alternative, no Program construction activities or increase in passenger rail 

service would occur. However, existing train operations and local traffic would continue, and the Los 

Angeles Basin and San Gorgonio Pass would continue to face substantial mobility challenges as 

growth in population, employment, and tourism activity is expected to generate increased travel 

demand. Traffic volumes in the Los Angeles Basin and San Gorgonio Pass would likely increase, 
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contributing to a likely increase in traffic accidents. In addition, with increases in traffic volumes, the 

potential for crossing conflicts on existing rail lines would also likely increase. 

Cumulative Socioeconomic and Community Effects

Under the No Build Alternative, an enhanced passenger rail system would not be built; however, 

existing train operations and local traffic would continue within the Program Corridor. An increase in 

traffic and VMT is expected under the No Build Alternative because more cars would be on the 

roadways compared with what would occur with implementation of the Program. Therefore, the No 

Build Alternative could result in air quality impacts and potential additional noise impacts on the 

surrounding land uses, which could disrupt established communities adjacent to existing 

transportation corridors. Disruption of established communities related to construction and operation 

of the Program would be avoided.

Benefits associated with increases in economic growth (e.g., creation of new jobs and services) or 

fiscal gains (e.g., additional revenue from operation of passenger trains and stations) from 

implementation of the Program would not occur under the No Build Alternative beyond those that 

would occur as a result of other reasonably foreseeable transportation, development, and 

infrastructure projects.

Build Alternative Options 1, 2, and 3

No construction activities would be required to implement any of the Build Alternative Options within 

the Western Section of the Program Corridor because the existing railroad ROW and stations from 

LAUS to Colton would be used. The Build Alternative Options would not require infrastructure 

improvements (such as sidings, additional main line track, wayside signals, drainage, 

grade-separation structures, and stations) to accommodate the proposed service within the Western 

Section of the Program. For the Eastern Section of the Program, construction of rail infrastructure 

improvements and station facilities would be required. 

During operation, passenger train frequencies proposed as part of the Program would consist of the 

addition of two daily, round-trip intercity diesel-powered passenger trains operating the entire length 

of the Program Corridor between Los Angeles and Coachella. Operational activities are anticipated 

to be limited to maintenance of culverts, bridges, embankments, and station areas, which are not 

anticipated to result in ground-disturbing activities.
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Cumulative Land Use and Planning Effects

WESTERN SECTION

Operation of any of the Build Alternative Options would utilize existing rail infrastructure and station 

facilities and would not change existing land uses or result in effects on agricultural resources within 

the Western Section of the Program Corridor. Based on these considerations, cumulative effects on 

land use and agricultural resources are not anticipated within the Western Section under Program 

implementation. 

EASTERN SECTION 

Implementation of the Program under any of the Build Alternative Options would require the 

construction of rail infrastructure improvements and station facilities within the Eastern Section of the 

Program Corridor. Construction of rail infrastructure improvements is anticipated to mainly occur 

within the existing rail ROW; however, construction of new station facilities may require land use 

acquisition and potential amendments to local planning documents. Implementation of the Program 

under any of the Build Alternative Options could result in temporary land use compatibility effects 

with adjacent land uses and sensitive receptors. However, the identification of specific sensitive 

receptors near the rail infrastructure improvements and station locations and a review of land use 

consistency would be identified and evaluated during the Tier 2/Project-level analysis. 

The Build Alternative Options, in combination with planned projects including residential, 

transportation, and commercial projects under the cumulative condition, would also result in changes 

in the pattern and density of land uses during construction if construction of the Build Alternative 

Options occurs at the same time as construction of other planned projects. This could result in a 

cumulative effect on various land uses if they become part of, or are near, a temporary construction 

easement, such as a staging area. These types of impacts, which could include visual changes, 

lighting and glare, increased air quality emissions, noise and vibration, and increased traffic, would 

be limited to the construction activities and temporary. Generally, affected parcels would be returned 

to previous/existing land use functions in the same or better condition as before their use. 

Although these effects would be temporary, when combined with other planned projects, they could 

be cumulatively considerable. To address these potentially cumulatively considerable impacts, 

mitigation could include, but is not limited to, the preparation and implementation of a construction 

management plan, which would detail construction BMPs to reduce or eliminate potential air, noise, 

visual, traffic, and other construction impacts. Generally, the application of construction BMPs would 

minimize, reduce, or avoid land use impacts. Site-specific construction effects, along with applicable 

and appropriate mitigation measures to minimize those effects, would be identified and evaluated at 

the Tier 2/Project-level analysis.
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For agricultural resources, cumulative effects on farmland could occur if future development and 

transportation projects, in combination with the Build Alternative Options, result in additional land use 

conversions. When planned projects are within existing transportation corridors, it is not anticipated 

that there would be cumulative effects on agricultural resources. However, if existing areas of 

farmland are converted to transportation-related or urban development use, there would be 

cumulative effects with the Build Alternative Options if the conversions are adjacent to or outside the 

existing transportation corridor and result in areas being bisected or isolated. 

Operation of the Build Alternative Options within the Eastern Section could result in impacts on

adjacent, sensitive land uses due to the increase in rail activity at new station facilities. These effects 

could result in a cumulative impact if combined with additional operational impacts from other 

projects. However, substantial growth is projected in the Eastern Section of the Build Alternative and 

the cities and communities along the Build Alternative Alignment. Under the cumulative condition, 

local land use plans and projects are planned to accommodate that growth. Generally, development 

would occur in the framework of existing general or specific plans of the municipality in which it 

occurs. Planning documents relevant to the municipalities (including land use elements of general 

plans, community plans, and other planning documents) generally encourage infill and 

higher-density development near transit corridors to provide more travel choices. Local jurisdictions 

are implementing these policies regardless of whether a project is constructed. 

Cumulative Transportation Effects

WESTERN SECTION

Cumulative traffic effects may occur when more than one project has an overlapping construction 

schedule that generates excessive construction-related traffic. No new rail infrastructure or station 

facilities would be constructed in the Western Section under any of the Build Alternative Options. 

Therefore, construction-related effects on transportation are negligible, and cumulative 

transportation effects are not anticipated within the Western Section.

Operation of the Build Alternative Options within the Western Section would result in an additional 

two daily, round-trip passenger trains operating within the existing rail railway and accessing existing 

stations. During operation, local traffic volumes and parking demand is likely to increase around and 

at the existing stations due to increases in ridership, which could combine with cumulative traffic 

generated by other local development projects. In addition, anticipating population growth and 

accompanying development in the Western Section’s metropolitan areas would likely contribute to 

the cumulative local transportation effects. However, as population growth occurs in these urban 

areas of the Western Section, there would be a greater number of transportation users and a 

potentially greater cumulative shift in mode share as rail becomes a more effective alternative 
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transportation mode within the Program Corridor. This could result in a cumulative reduction in VMT 

and highway congestion. 

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction and operation of rail infrastructure improvements and station facilities within the Eastern 

Section of the Program Corridor. In the Eastern Section, future planned projects and development 

could have the potential to cause cumulative local transportation effects during construction if the 

timing of the Build Alternative Options and projects overlap. Potential increases in vehicle trip 

generation would vary based on the project type, location, schedule, size of workforce, equipment 

needs, and other factors. The distribution of construction trips on the road network would also 

depend on the location of individual projects and the project staging area. While construction 

activities for the Build Alternative Options would be temporary, such effects would be cumulatively 

long term given that construction could be ongoing for many years and could combine with other 

nearby construction projects.

During operation, cumulative effects on local traffic conditions and parking could occur in areas 

where new development is proposed, combined with the increases in local traffic and parking 

demand around and at the stations due to increases in rail ridership. However, as population growth 

occurs within the Eastern Section, there would also be a greater number of transportation users, and 

a potentially greater cumulative shift in mode share as rail becomes a more effectively alternative 

transportation mode within the Program Corridor. Therefore, operation of the Build Alternative 

Options in the Eastern Section is anticipated to reduce vehicle trips and VMT on the regional 

highways, improve safety, and reduce congestion resulting in a cumulative reduction in VMT and 

highway congestion. 

From a cumulative impact context, future regional and local projects would accommodate increased 

traffic, reduce congestion, and enhance safety for motorists in the long term. Operation of the Build 

Alternative Options in the Eastern Section would provide transportation alternatives for regional 

travel, potentially reducing the number of automobiles travelling across the Eastern Section of the 

Program Corridor. Taken together, these transportation projects would provide a cumulative regional 

improvement to transportation circulation and access in the region.
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

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Cumulative Visual Quality and Aesthetics Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, construction-related effects on visual quality and 

aesthetics are negligible, and cumulative visual quality and aesthetic effects are not anticipated 

within the Western Section. Operation of the Build Alternative Options within the Western Section 

would result in an additional two daily, round-trip passenger trains operating within the existing 

railway and accessing existing stations. The operation of the Build Alternative Options within the 

Western Section would not change the existing visual environment and would result in a negligible 

effect on visual quality and aesthetics. Therefore, the Build Alternative Options would result in no 

cumulative effects on visual resources within the Western Section of the Program Corridor. 

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction of rail infrastructure improvements and station facilities within the Eastern Section of the 

Program Corridor. The Build Alternative Options, in combination with planned projects, could 

cumulatively contribute to light sources during construction or operation. 

The operation of additional passenger rail trains along the rail ROW within the Eastern Section 

would result in relatively minor physical changes to the landscape seen by sensitive viewers. These 

changes would likely be unnoticeable or barely noticeable to sensitive viewers and is not anticipated 

result in cumulative effects on aesthetics and visual quality. However, once constructed and 

operational, built elements would be introduced throughout the Eastern Section in the form of tracks, 

grade-separated ROWs, and station facilities. Visual changes resulting from these build elements 

would also be introduced in the form of landform alterations associated with grading/realignment, 

lighting and signage, and roadway realignments. Visual effects may occur if permanent elements of 

the Program block views of important visual resources, negatively alter the existing visual character, 

or introduce new sources of light or glare that have an adverse effect on adjacent land uses. 

Combined with other planned projects, there is the potential for the Build Alternative Options to 

cumulatively contribute to effects on aesthetic and visual quality within the Eastern Section, 

particularly in suburban and rural areas where population growth and related development could 

occur.
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Cumulative Air Quality and Greenhouse Gases Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, construction-related effects on air quality and GHGs are 

negligible, and cumulative air quality and GHG effects are not anticipated within the Western 

Section. Based on current ridership projects, it is expected that during operation, the Build 

Alternative Options would result in a reduction in VMT. This reduction in VMT would result in lower 

regional air emissions relative to the No Build Alternative. Therefore, the Build Alternative Options 

would result in beneficial cumulative effects during operation when combined with other planned 

projects within the Western Section of the Program. 

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction of rail infrastructure improvements and station facilities within the Eastern Section of the 

Program Corridor. Temporary construction emissions are expected from implementation of any of 

the Build Alternative Options; however, air quality and GHG emissions would vary daily depending 

on the level of construction activity, specific operation of construction equipment, and duration of 

construction activities. Future planned projects and developments, such as the Agua Caliente 

Casino Resort expansion, which is adjacent to the Build Alternative Options, would have the 

potential to cause cumulative air quality and GHG effects during construction if the timing of the 

projects overlap. However, these potential cumulative effects would be analyzed during Tier 

2/Project-level analysis.

Under the cumulative condition within the Eastern Section of the Program Corridor, planned 

infrastructure and development projects would result in more vehicles on the roadway and increased 

emissions of air pollutants and GHGs. However, as population growth occurs in the Eastern Section 

of the Program Corridor, there would also be a greater number of transportation uses, and a 

potentially greater cumulative shift in mode share as rail becomes an effective alternative 

transportation mode within the Program Corridor. Therefore, the cumulative effects of the Build 

Alternative Options with other planned transit projects are anticipated to promote decreased reliance 

on highway travel while reducing regional emissions of air pollutants and GHGs. 
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

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Cumulative Noise and Vibration Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, construction-related effects on noise and vibration are 

negligible and cumulative noise and vibration effects are not anticipated within the Western Section. 

Operation of the Build Alternative Options within the Western Section would result in an additional 

two daily, round-trip passenger trains operating within the existing railway and accessing existing 

stations. The operation of the Build Alternative Options within the Western Section would not change 

the existing noise environment and would result in a negligible effect on noise and vibration. 

Therefore, the Build Alternative Options would result in no cumulative increase in noise or 

operational vibration, and cumulative effects would be negligible. 

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction of rail infrastructure improvements and station facilities within the Eastern Section of the 

Program Corridor. Construction activities may result in moderate noise and vibration effects on

sensitive noise receptors within, or adjacent to, construction sites identified for the specific rail 

infrastructure improvement or station facility. There is the potential for cumulative noise and vibration 

effects during construction within the Eastern Section of the Program Corridor, particularly where a 

rail infrastructure improvement or station facility and other future transportation and development 

projects would be constructed adjacent to sensitive land uses. However, the temporary nature of the 

construction activities, adherence to local noise ordinances, and the use of construction BMPs would 

likely minimize the potential for cumulative effects. 

Operation of the Build Alternative Options within the Eastern Section would result in an additional 

two daily, round-trip passenger trains operating within the existing rail railway and accessing station 

facilities. The operation of the Build Alternative Options within the Eastern Section could change the 

existing noise environment (through the provision of new noise generating sources) and would result 

in a moderate effect on noise and vibration. Population growth and accompanying development 

within the Eastern Section would also contribute to increased noise and vibration levels. However, it 

is anticipated that operational noise and vibration effects of the Build Alternative Options would be 

avoided, minimized, and mitigated at the Tier 2/Project-level analysis, which would reduce the 

potential for cumulative effects. 
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Cumulative Jurisdictional Waters and Wetland Resource Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, construction-related effects on jurisdictional waters and 

wetlands are negligible, and cumulative effects are not anticipated within the Western Section with 

implementation of the Program. Operation of the Build Alternative Options within the Western 

Section would result in an additional two daily, round-trip passenger trains operating within the 

existing rail railway and accessing existing stations. The operation of the Build Alternative Options 

within the Western Section would not require modification to jurisdictional waters or wetlands, 

resulting in a cumulative negligible effect on these resources. 

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction of rail infrastructure improvements and station facilities within the Eastern Section of the 

Program Corridor. Construction activities may result in moderate effects on jurisdictional waters or 

wetland resources through the permanent removal of wetland area and additional pollutants entering 

wetland or jurisdictional water areas. The severity of effects is dependent on the location of new rail 

infrastructure and station facilities, temporary roads, laydown yards, and other Program-related 

components. 

Cumulative projects identified within the Eastern Section of the Program Corridor would result in an 

increase in impervious surfaces that have the potential to cause additional runoff or the removal of 

wetlands, which would increase the severity of the effects. Therefore, effects associated with the 

Build Alternative Options, in combination with development associated with growth and planned 

projects, would contribute to a cumulative effect on jurisdictional waters and wetlands in the Eastern 

Section. However, the effects of the Build Alternative Options on jurisdictional waters and wetlands 

would be avoided, minimized, and mitigated at the Tier 2/Project-level analysis, when feasible, which 

would reduce the potential for cumulative effects.

Cumulative Biological Resource Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, construction-related effects on biological resources are 

negligible, and cumulative effects are not anticipated within the Western Section with implementation 

of the Program. Operation of the Build Alternative Options within the Western Section would result in 

an additional two daily, round-trip passenger trains operating within the existing rail railway and 
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accessing existing stations. Operational activities associated with the two daily, round-trip intercity 

passenger trains are anticipated to have negligible effects on special-status plant species, wildlife 

species, or wildlife movement corridors. Wildlife that may be present within the Western Section of 

the Program Corridor have been exposed to disturbances associated with railroad operations and 

habituated to existing noise and vibrations associated with railroad operations. Therefore, the 

operation of the Build Alternative Options within the Western Section would remain similar to existing 

conditions, resulting in a negligible cumulative effect on biological resources.

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction of rail infrastructure improvements and station facilities within the Eastern Section of the 

Program Corridor. Construction activities may result in substantial effects on biological resources 

within, or adjacent to, construction sites identified for the specific rail infrastructure improvement or 

station facility. Construction effects could include removal or disturbance of vegetation, dust, soil 

compaction, accidental spills, habitat degradation, separation or fragmentation, erosion and runoff, 

altered hydrology, risk of fire, introduction of invasive or noxious plant species, noise and vibration, 

and potential for equipment or vehicles strikes. Severity of effects is dependent on the location of 

new infrastructure, temporary roads, laydown yards, and other Program-related components in 

relation to potential biological resources that may be present. There is the potential for cumulative 

biological resources effects during construction within the Eastern Section of the Program Corridor, 

particularly where a rail infrastructure improvement or station facility and other future transportation 

and development projects would be constructed adjacent to biological resources. Therefore, the 

Build Alternative Options would result in a potential cumulative effect on biological resources within 

these areas. The effects of the Build Alternative Options on biological resources would be avoided, 

minimized, and mitigated at the Tier 2/Project-level analysis, when feasible, which would reduce the 

potential for cumulative effects. 

Operation of the Build Alternative Options within the Eastern Section would result in an additional 

two daily, round-trip passenger trains operating within the existing rail railway. Although operational 

activities are anticipated to be the same at the stations within the Eastern Section as they are in the 

Western Section, the station facilities could result in moderate effects on biological resources as they 

could be constructed adjacent to areas containing biological resources. Due to the anticipated 

population growth and associated development within the Eastern Section, the Build Alternative 

Options could have a cumulative effect on biological resources. However, the effects of the Build 

Alternative Options on biological resources would be avoided, minimized, and mitigated at the Tier 

2/Project-level, when feasible, which would reduce the potential for cumulative effects.
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

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Cumulative Floodplains, Hydrology, and Water Quality Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, construction-related effects on floodplains, hydrology, 

and water quality are negligible, and cumulative effects on these resources are not anticipated within 

the Western Section. Operation of any of the Build Alternative Options within the Western Section of 

the Program Corridor would remain within the existing rail ROW, and station facilities and would not 

introduce new pollutants or result in new effects on floodplains, hydrology, and water quality. As a 

result, operational activities would have a negligible effect on floodplains, hydrology, and water 

quality, and it is unlikely that any of the Build Alternative Options would contribute to cumulative 

water quality effects within the Western Section. 

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction of rail infrastructure improvements and station facilities within the Eastern Section of the 

Program Corridor. Construction activities in the Eastern Section could result in soil erosion and 

stormwater discharges of suspended solids, increased turbidity, and potential mobilization of other 

pollutants from Program-related construction sites. The Build Alternative Options would have effects 

on hydrology and water quality during construction activities and could have cumulative effects with 

other planned transportation and development projects in the Eastern Section of the Program 

Corridor. However, because appropriate design features and construction BMPs (as required by the 

CWA and other regulations) would be incorporated, effects on hydrology and water quality are 

expected to be moderate. Implementation of these regulatory requirements would reduce water 

quality and erosion effects associated with construction activities. Although there are no assurances 

that other cumulative projects would incorporate the same degree or methods of treatment as the 

Program, each related project would be required to comply with its NPDES General Construction 

Permit and local stormwater ordinances, at a minimum. Water quality effects during construction 

would be minimized and are not anticipated to result in cumulative effects.

Operation of the Program within the Eastern Section would result in an increase in pollutants (e.g., 

fuel and oils) from trains and station parking lots and an increase in impervious surfaces and runoff 

that could result in substantial hydrology and water quality effects. Depending on where the rail 

infrastructure improvements and station facilities are located, cumulative effects on hydrology and 

water quality could be potentially greater if future transportation projects and new development is 

located in the same area, or adjacent, to the location. However, regional programs and the MS4 

Permit Program have been designed in anticipation of future urbanization with the regional control 
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3.17 Cumulative Effects

May 2021 | 3.17-24

measures taking into account cumulative hydrology and water quality effects of proposed 

development. In addition, the Build Alternative Options and cumulative projects would be required to 

comply with the regulations. Because appropriate design features and operational BMPs would be 

expected to be incorporated, cumulative hydrology and water quality effects are anticipated to be 

moderate. 

Cumulative Geology, Soils, Seismicity, and Paleontological Resources Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, construction-related effects on geologic resources are 

negligible, and cumulative effects on these resources are not anticipated within the Western Section.

Operation of any of the Build Alternative Options within the Western Section of the Program Corridor 

would remain within the existing rail ROW and station facilities. As a result, operational activities 

would have a negligible effect on geologic resources, and it is unlikely that any of the Build 

Alternative Options would contribute to cumulative geologic resource effects within the Western 

Section. 

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction of rail infrastructure improvements and station facilities within the Eastern Section of the 

Program Corridor. Construction activities would require clearing, grading, and excavating of soils,

which could include cut and fill activities that cause slope instability and landslides, as well as the 

loss of availability of known mineral and paleontological resources. Project-specific effects 

associated with geologic hazards would not be considered cumulative because the effects are not 

incrementally affected by additional projects (for example, the effect on a single project by an 

earthquake or the shrink/swell of clay soils would not be affected by other projects in the area). 

However, effects on geologic resources could be incrementally affected by multiple projects. 

Cumulative effects on geologic resources would be expected if construction of multiple projects 

resulted in slope instability in a given area or if use of mineral resources for construction (such as 

sand and gravel) caused a substantial overall depletion of these resources. While there are areas 

within the Eastern Section that have steep-slope topography, the majority of the Eastern Section of

the Program Corridor has generally flat topography. Potential effects due to slope instability (such as 

landslides or earthquake-induced liquefaction) would be easily addressed during Tier 2/Project-level 

analysis and final design. Sand and gravel would be needed for construction of any of the Build 

Alternatives, but because reserves are plentiful throughout the region, none of the Build Alternative 
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

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Options, in combination with other planned projects in the area, would be expected to contribute to 

limiting availability to these resources. 

Operation of any of the Build Alternative Options within the Eastern Section of the Program Corridor 

would require ongoing maintenance activities associated with the rail infrastructure and station 

facilities with maintenance activities not requiring ground-disturbing activities. As a result, operational 

activities would have a negligible effect on geologic resources, and it is unlikely that any of the Build 

Alternative Options would contribute to cumulative geologic resource effects within the Eastern 

Section.

Cumulative Hazards and Hazardous Materials Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, construction-related effects on hazards and hazardous 

materials are negligible, and cumulative effects are not anticipated within the Western Section.

Operation of any of the Build Alternative Options within the Western Section of the Program Corridor 

would remain within the existing rail ROW and station facilities. As a result, operational activities 

would have a negligible effect on hazards and hazardous materials, and it is unlikely that any of the 

Build Alternative Options would contribute to cumulative hazards and hazardous material effects 

within the Western Section. 

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction and operation of rail infrastructure improvements and station facilities within the Eastern 

Section of the Program Corridor. Construction activities could include disturbances on properties 

with known potential for hazardous materials exposure. Any hazardous wastes or materials 

encountered through ground-disturbing activities would be handled and disposed of in accordance 

with federal, state, and local regulatory requirements. All planned projects would also be subject to 

the same local, regional, state, and federal regulations. During operation, the Build Alternative 

Options and cumulative projects would all involve the storage, use, disposal, and transport of 

hazardous materials to varying degrees during construction and operation. Effects from the Build 

Alternative Options would be negligible because the storage, use, disposal, and transport of 

hazardous materials are extensively regulated by federal, state, and local laws, regulations, and 

policies. Based on these considerations, the Build Alternative Options combined with planned 

projects are not anticipated to not result in cumulative effects on hazards and hazardous materials. 
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

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Cumulative Public Utilities and Energy Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, construction-related effects associated with public utilities

and energy consumption are negligible, and cumulative effects on public utilities and energy are not 

anticipated within the Western Section. Operation of any of the Build Alternative Options within the 

Western Section of the Program Corridor would remain within the existing rail ROW, and station 

facilities and would not result in changes in land use or the provision of public utilities within the 

Western Section. As a result, operational activities would have a negligible effect on public utilities,

and it is unlikely that any of the Build Alternative Options would contribute to cumulative public utility 

effects within the Western Section. 

Operation of the Program within the Western Section is expected to increase transit ridership under 

the Build Alternative Options. Therefore, operation of the Build Alternative Options would result in a 

long-term net energy benefit because of changes in ridership from high-energy consumption modes 

of travel to the lower-energy mode of passenger rail. The Build Alternative Options, combined with 

other future transit projects within the Western Section, would have a beneficial cumulative effect on 

energy consumption and would contribute toward offsetting increased energy consumption that 

would result from future road transportation projects and new development to accommodate 

population growth. 

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction of rail infrastructure improvements and station facilities within the Eastern Section of the 

Program Corridor. Construction activities would generate wastewater and could potentially conflict 

with existing utilities (e.g., electrical transmission lines and natural gas pipelines), particularly in 

urban areas where there is a high density of utility lines. The Build Alternative Options combined with 

planned projects would contribute to potential cumulative effects on utilities. However, the effects of 

the Build Alternative Options on utilities would be avoided, minimized, and mitigated at the Tier 

2/Project-level analysis once rail infrastructure improvements and station facilities locations are 

identified, which would reduce the potential for cumulative effects. 

Construction activities would also require the consumption of energy in the form of gasoline and 

diesel fuel. Under cumulative conditions within the Eastern Section, future transportation projects 

and new development to accommodate population growth would also result in consumption of 

energy during construction. The Build Alternative Options combined with these future projects would 

cumulatively contribute to the consumption of energy during construction. However, operation of the 
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program – Draft EIS/EIR

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Build Alternative Options would result in a long-term net energy benefit because of the changes in 

ridership from high-energy consumption modes of travel to the lower-energy mode of passenger rail. 

The Build Alternative Options, combined with other future transit projects in the Eastern Section,

would have a beneficial cumulative effect on energy consumption and would contribute toward 

offsetting increased energy consumption that would result from future road transportation projects 

and new development to accommodate population growth. 

Cumulative Cultural Resource Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, construction-related effects associated with 

archaeological, historical, or TCRs are anticipated to be negligible, and cumulative effects on cultural 

resources are not anticipated within the Western Section. Operation of any of the Build Alternative 

Options within the Western Section of the Program Corridor would remain within the existing rail 

ROW and station facilities and would not result in changes that could affect cultural resources. As a 

result, operational activities would have a negligible effect on archaeological, historical, or TCRs,

and it is unlikely that any of the Build Alternative Options would contribute to cumulative cultural 

resource effects within the Western Section. 

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction of rail infrastructure improvements and station facilities within the Eastern Section of the 

Program Corridor. Construction activities would involve ground-disturbing activities that could have 

the potential to affect archeological, historic, or tribal resources. Disturbance of such resources 

under the Build Alternative Options, in combination with other future planned projects, would have a 

cumulatively substantial effect and contribute to the loss of cultural resources within the Eastern 

Section of the Program Corridor. Compliance with Section 106 of NHPA would ensure cultural 

resources are treated properly, which may include avoidance, data collection, or other mitigation

strategies. Site-specific effects would be identified and evaluated in the Tier 2/Project-level analysis,

which would reduce the potential for cumulative effects.

Similar to the Western Section, operational activities under any of the Build Alternative Options are

not be expected to result in effects on cultural, historic, and tribal resources. Therefore, it is unlikely 

that any of the Build Alternative Options would contribute to cumulative cultural resource effects 

within the Eastern Section. 
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Cumulative Parklands and Community Service Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, construction-related effects associated with parklands 

and community services are negligible, and cumulative effects on parklands and community services 

are not anticipated within the Western Section. Operation of any of the Build Alternative Options 

within the Western Section of the Program Corridor would remain within the existing rail ROW, and 

station facilities and would not result in changes in parklands or the provision of community services. 

As a result, operational activities would have a negligible effect on parklands and community 

services, and it is unlikely that any of the Build Alternative Options would contribute to cumulative 

parkland and community service effects within the Western Section. 

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction and operation of rail infrastructure improvements and station facilities within the Eastern 

Section of the Program Corridor. Construction activities could result in temporary disruption of 

access to existing community facilities and parks and could result in detours, which could affect 

travel patterns for fire and law enforcement. Under cumulative conditions within the Eastern Section,

future transportation projects and new development to accommodate population growth may also 

result in temporary disruptions of access to existing parks and require detours, which could affect 

travel patterns for fire and law enforcement if located in the same construction area. The Build 

Alternative Options, combined with these future projects, could result in cumulative effects on parks 

and community facilities. However, these effects would be identified and evaluated during the Tier 

2/Project-level analysis, once rail infrastructure improvements and station locations are identified. 

The communities within the Eastern Section are expected to incrementally add park resources and 

community services according to their development plans, which is appropriate for the projected rate 

of growth. Therefore, park resources and community services within the Eastern Section are likely to 

increase proportionately to population-driven development, which would result in a net increase in 

park resources and community services. With avoidance of existing park resources, and an increase 

in park resources proportional to development, there is a low likelihood for the Build Alternative 

Options to contribute to a cumulative effect of park resources during operation.
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Cumulative Safety and Security Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, safety and security construction-related effects are 

negligible since there would be no construction that would occur. Operation of any of the Build 

Alternative Options within the Western Section of the Program Corridor would result in negligible 

safety and security effects as operational activities would remain the same as existing conditions. As 

a result, operational activities would have a negligible effect on safety and security, and it is unlikely 

that any of the Build Alternative Options would contribute to cumulative safety and security effects 

within the Western Section. 

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction and operation of rail infrastructure improvements and station facilities within the Eastern 

Section of the Program Corridor. Where future planned projects and development are adjacent to 

the Build Alternative Options, there is the potential for cumulative safety and security effects during 

construction if the timing of the projects overlap. Mitigation identified in the Tier 2/Project-level

analysis would reduce cumulative effects. 

Operation of the Build Alternative Options, in combination with cumulative projects, could result in an 

increased potential for rail incidents, including collisions at-grade roadway-rail crossings, derailed or 

errant vehicle in the ROW obstructing the tracks, or derailments. However, these potential effects 

would be mitigated by complying with FRA’s Collision Hazard Analysis Guide: Commuter and 

Intercity Passenger Service and requiring preparation of safety and security management plans. 

Site-specific cumulative effects would be identified and evaluated at the Tier 2/Project-level analysis. 

The operation of any of the Build Alternative Options would include passenger trains, stations, and 

other maintenance facilities. Combined with other planned development, the Build Alternative

Options may contribute to an increased demand for emergency services. However, transportation 

and new or expanded development projects would be designed and constructed to be consistent 

with local land use plans and would comply with agencies’ approval conditions, including fair-share 

development fees to pay for additional emergency services required to maintain service standards. 

With the payment of development fees, the cumulative effect on emergency services from operation 

of the Build Alternative Options, in combination with planned development projects, would not be 

cumulatively considerable.
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Cumulative Socioeconomics and Community Effects

WESTERN SECTION

No new rail infrastructure or station facilities would be constructed in the Western Section under any 

of the Build Alternative Options. Therefore, construction-related effects associated with 

socioeconomics and communities are negligible since there would be no land acquisition, 

displacement, and relocations needed within the Western Section.

Operation of any of the Build Alternative Options within the Western Section of the Program Corridor 

would remain within the existing rail ROW and station facilities and would not result in changes in 

land use or community cohesion. The additional passenger rail services that would occur under any 

of the Build Alternative Options would result in several benefits: the creation of direct, indirect, and 

induced jobs; permanent increases in sales tax revenues within the counties and cities where the 

Build Alternative Options operate; and improved regional mobility and connectivity. Several projects

listed in Table 3.17-1 would also result in creation of jobs, sales tax revenues, and improved regional 

mobility and connectivity, resulting in a beneficial cumulative effect.

EASTERN SECTION

Implementation of the Program under any of the Build Alternative Options would require the 

construction and operation of rail infrastructure improvements and station facilities within the Eastern 

Section of the Program Corridor. Socioeconomic and community effects are expected to be both 

positive and negative. In terms of negative socioeconomic and community effects, land acquisition 

for the Build Alternative Options could result in property tax revenue losses for local jurisdictions if 

residential or business properties are removed from the property tax assessment roll. Community 

effects could include disruptions to local communities and may require displacements or relocations

of residences and businesses. If cumulative projects in the area also require land acquisition and 

displace and relocate sales and use tax-generating businesses outside of their current tax district, 

then the Build Alternative Options could contribute to cumulative effects on socioeconomics and 

communities. Without the specific station locations and unknown cumulative projects in the vicinity of 

the station locations, the severity of this impact is unknown. Site-specific effects related to potential 

land acquisitions, displacements or relocations, and property or sales and use tax losses would be 

identified and evaluated during the Tier 2/Project-level analysis.
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The additional passenger rail services that would occur under any of the Build Alternative Options 

within the Western and Eastern Section of the Program Corridor would result in several 

socioeconomic and community benefits: the creation of direct, indirect, and induced jobs, permanent 

increases in sales tax revenues within the counties and cities where the Build Alternative Options 

would operate, and improved regional mobility and connectivity.

Within the Eastern Section of the Program Corridor, new station facilities could encourage 

redevelopment in the surrounding area and the potential for transit-oriented development. These 

additional developments could provide additional employment opportunities and new housing 

opportunities to address the projected employment and population growth within the Eastern Section 

of the Program Corridor. The potential for development around each station facility would depend on 

the type of station planned, which would be determined during the Tier 2/Project-level analysis. Any 

new development in the station areas would also result in the potential for additional property tax 

and sales tax revenues, which would benefit the counties and cities where the station facilities would 

be located. 
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